68 HEMI GTS
Well-Known Member
Great combos!! Keep em coming!
Post your 500ci street/strip combo's with ET
- Thread starter 68 HEMI GTS
- Start date
Don Chapel
Well-Known Member
Would like to see the diff the 270 heads are compared to 240s. Cool car man!!
GITEX
Well-Known Member
Soon may take a trip south...
FlagCraig
Well-Known Member
Mr. Mopower871,
Just getting ready to do rebuild on my 67 GTX with original motor. Will be using some of same combo you have. Did you have any trouble with hood clearance using your RPM intake and carb choice? Also I am sending my 915 heads up to Hughes Engines to be machined and ported. Thanks for your help.
Just getting ready to do rebuild on my 67 GTX with original motor. Will be using some of same combo you have. Did you have any trouble with hood clearance using your RPM intake and carb choice? Also I am sending my 915 heads up to Hughes Engines to be machined and ported. Thanks for your help.
MOPOWER871
Well-Known Member
Hi, RPM intake and demon 850 to get a 3" air filter element you have to use a drop base, the deeper the better I believe mines 1 3/4" drop. had to tweek the kickdown slotted rod a little.
If your going automatic trans I found on ebay
look up a seller named rehrenberg
"Mopar Edelbrock Performer RPM 440 Manifold Throttle Bracket w/ OEM Kickdown" (sellers name "rehrenberg")
carb sits higher on the RPM manifold then stock and the angle is different. this bracket makes it easy ,and has the correct alignment.
Ebay, "mopar extra long throttle accelerator cable, high-rise" ( same seller). you need a longer cable this one was perfect.
with the drop base I have 3/4 of an inch of clearence (checked with modeling Clay (PLAYDOO)
ALSO I use a Mancini racing torque strap #SCHTQBE.
HT413
Semi Pro Bowler
Huh, seems like that’s Rick Ehrenberg from Mopar Action, HP Mopar, etc. good guy to deal with.
Don Chapel
Well-Known Member
Thanks Ron!!
FlagCraig
Well-Known Member
67 GTX. This build is currently fluid. I'd like to say we are shooting for 500 ish HP and 9.5 Compression or higher.
Just sent my 915 heads off to Hughes Engines for porting and machining.
The plan is for a street sleeper to keep as close to looking stock as possible.
The additional plan to date is:
Block should go in next week for machining and sonic
505 Stroker Kit from Hughes
This time going with Hughes recommended Cam and Torque Converter
Holley Street Dominator Intake (hood clearance concerns)
Holley 850
Sticking with Exhaust Manifold (looked great when we pulled)
727 rebuild with shift kit
Gears 3:55
Still up in the air:
Ignition
Oil Pan
Radiator (leaning toward sending existing to GlenRay for stock look/I know it's pricey but man they do good work)
I stayed with 915 heads because of one year only and remains original. Plus I have read goods things on this forum. Oh and when my dad built his race motor for 71 Challenger in the late 80's he used 915 heads.
Thanks for this thread.
Just sent my 915 heads off to Hughes Engines for porting and machining.
The plan is for a street sleeper to keep as close to looking stock as possible.
The additional plan to date is:
Block should go in next week for machining and sonic
505 Stroker Kit from Hughes
This time going with Hughes recommended Cam and Torque Converter
Holley Street Dominator Intake (hood clearance concerns)
Holley 850
Sticking with Exhaust Manifold (looked great when we pulled)
727 rebuild with shift kit
Gears 3:55
Still up in the air:
Ignition
Oil Pan
Radiator (leaning toward sending existing to GlenRay for stock look/I know it's pricey but man they do good work)
I stayed with 915 heads because of one year only and remains original. Plus I have read goods things on this forum. Oh and when my dad built his race motor for 71 Challenger in the late 80's he used 915 heads.
Thanks for this thread.
Don Chapel
Well-Known Member
Its gunna be nice!!
451Mopar
Well-Known Member
First 500" combination:
'71 230 "B" 400 block, 440 source 4.15" stroker kit, flat tops, no dish. Forgot the valve relief CCs?
Edelbrock Victor MW heads with port clean-up. T&D 1.6:1 rocker arms.
Comp 264/264 @ 0.050" HXL lobes on 112 LSA cam, PAC-1325 springs
Indy 400-2, 4150 flange intake with 1,000 cfm Holley HP carb.
2" Hooker headers connected to full TTI 3" exhaust system with the supplied super turbo mufflers.
14"x3" K&N filter with K&N filtered top.
Ultimate 9" "Tight" torque converter
All accessories, except A/C, full interior street car that dosen't hook well.
Chassis Dyno was around 550 RWHP, and over 600? ft/lbs, but not a good torque reading because of the converter flash to almost 5,000?
On the chassis dyno, peak power looked to level off and fluctuate? Also the engine did not feel smooth.
I think I ran a best 11.60 @ 120 here at Bandimere (altitude) in the #4,150 pound charger with stock suspension and 4.10 gears. Pretty bad '60 times, usually over 1.7 to 1.8?
Had valve train issues with the Victor heads.
As for street driving it was pretty good and I was impressed with how tight the converter was. It really did not flash up unless you layed into the throttle. Maybe not the best for the track, but nice on the street.
Second 500" Combination:
Working with the combination above, Had it re-balanced by a different shop. The first shop (first time I used them) said they "balanced" the assembly which should have already been balanced by 440 source, so I was curious if that shop screwed up the balance job, and they did.
The second shop corrected the first shops "balance" job which ended up being pretty close to what is was when I got it from 440 source in the first place. At the time, around Christmas a few years ago, Hughes was running a sale on the Monster CNC ported Victor MW heads, so I got a set. They flow 400 cfm, quite a bit more than the 330-335 of the old heads.
I also, changed the cam. I don't recall the exact specs, but started to worry about piston to valve clearance. I think the cam is another Comp HXL lobe design 272/[email protected] duration, 110 LSA, around 0.726" lift.
Worrying about the stability, and because I got a deal on the springs, went with the stiffer PAC-1326 valve springs, and thicker wall (0.120") 3/8" pushrods.
I don't have any dyno numbers on this combination yet, but ran about the same times as the the first setup (mainly limited by traction), but much smoother in the higher RPM range. I then changed to E-85 and have not got a handle on tuning it yet. Because of Medical reasons and work, I only ran the car once last year and something went bad over the winter? Not sure if it was the E-85 fuel, but that is what I suspect.
I am looking to make some chassis adjustments to 318 T-bars and adjustable shocks to get some weight transfer in the car so it hooks up, but since the car has no roll-bar I really only tech to 11.50 ETs anyway.
Edit: I forgot, the Compression ratio is around 12.4:1
'71 230 "B" 400 block, 440 source 4.15" stroker kit, flat tops, no dish. Forgot the valve relief CCs?
Edelbrock Victor MW heads with port clean-up. T&D 1.6:1 rocker arms.
Comp 264/264 @ 0.050" HXL lobes on 112 LSA cam, PAC-1325 springs
Indy 400-2, 4150 flange intake with 1,000 cfm Holley HP carb.
2" Hooker headers connected to full TTI 3" exhaust system with the supplied super turbo mufflers.
14"x3" K&N filter with K&N filtered top.
Ultimate 9" "Tight" torque converter
All accessories, except A/C, full interior street car that dosen't hook well.
Chassis Dyno was around 550 RWHP, and over 600? ft/lbs, but not a good torque reading because of the converter flash to almost 5,000?
On the chassis dyno, peak power looked to level off and fluctuate? Also the engine did not feel smooth.
I think I ran a best 11.60 @ 120 here at Bandimere (altitude) in the #4,150 pound charger with stock suspension and 4.10 gears. Pretty bad '60 times, usually over 1.7 to 1.8?
Had valve train issues with the Victor heads.
As for street driving it was pretty good and I was impressed with how tight the converter was. It really did not flash up unless you layed into the throttle. Maybe not the best for the track, but nice on the street.
Second 500" Combination:
Working with the combination above, Had it re-balanced by a different shop. The first shop (first time I used them) said they "balanced" the assembly which should have already been balanced by 440 source, so I was curious if that shop screwed up the balance job, and they did.
The second shop corrected the first shops "balance" job which ended up being pretty close to what is was when I got it from 440 source in the first place. At the time, around Christmas a few years ago, Hughes was running a sale on the Monster CNC ported Victor MW heads, so I got a set. They flow 400 cfm, quite a bit more than the 330-335 of the old heads.
I also, changed the cam. I don't recall the exact specs, but started to worry about piston to valve clearance. I think the cam is another Comp HXL lobe design 272/[email protected] duration, 110 LSA, around 0.726" lift.
Worrying about the stability, and because I got a deal on the springs, went with the stiffer PAC-1326 valve springs, and thicker wall (0.120") 3/8" pushrods.
I don't have any dyno numbers on this combination yet, but ran about the same times as the the first setup (mainly limited by traction), but much smoother in the higher RPM range. I then changed to E-85 and have not got a handle on tuning it yet. Because of Medical reasons and work, I only ran the car once last year and something went bad over the winter? Not sure if it was the E-85 fuel, but that is what I suspect.
I am looking to make some chassis adjustments to 318 T-bars and adjustable shocks to get some weight transfer in the car so it hooks up, but since the car has no roll-bar I really only tech to 11.50 ETs anyway.
Edit: I forgot, the Compression ratio is around 12.4:1
6PKRTSE
Well-Known Member
My 528" Hemi with two NOS Fogger kits (3rd kit to follow). 10.5:1 Pump gas street car. No times to post it is a No E.T. / Grudge car for now. Will eventually probably start running the true 10.5" & Drag Radial Classes.
m79ded
Well-Known Member
Like the car and nice article in the magazine as well.
Don Chapel
Well-Known Member
WOW!!!!
FlagCraig
Well-Known Member
Mr. Mopower871,
What radiator are you using? If aluminum were you able to do plug and play and same with shrouds. I'm doing similar build with my 67 GTX.
Thanks.
Hemiwes
Well-Known Member
No e/t's yet or HP/TQ.
440/493, Scat crank and rods, Icon pistons, Harland Sharp 1.7 rockers, TF power package 240 heads (except for intake), RPM intake, hedman 440 shorty headers, FI Tech 800 mean street, 2.5" side exit exhaust with spin tech mufflers, FAB 9 housing, moser 35 spline axles, strange nodular center section with 3.70 gears and spool, Chris Alston 4-link rear, Mcphearson Strut front end, TH400, JW belhousing, continental 4300 stall converter.
440/493, Scat crank and rods, Icon pistons, Harland Sharp 1.7 rockers, TF power package 240 heads (except for intake), RPM intake, hedman 440 shorty headers, FI Tech 800 mean street, 2.5" side exit exhaust with spin tech mufflers, FAB 9 housing, moser 35 spline axles, strange nodular center section with 3.70 gears and spool, Chris Alston 4-link rear, Mcphearson Strut front end, TH400, JW belhousing, continental 4300 stall converter.
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MOPOWER871
Well-Known Member
Hi,I'm using the factory radiator that I had recored to a high efficiency core (more fins per square inch) by a local shop.called "Cap a radiator" in Farmingdale N.Y. they did a great job think it was around $400. running aluminum water pump & housing. with a stock 7 blade factory fan and stock shroud. also running Evans waterless coolant in the system, www.evanscoolant.com I have zero over heating issues. good luck.
FlagCraig
Well-Known Member
Any help in recommending a Torque Converter for this build would be appreciated. What stall speed would be a good street sleeper? Thx.
68 HEMI GTS
Well-Known Member
Call PTC
